Transmission control



Sept 4, 1951 Filed Aug. 1, 1947 3 Sheets-Sheet 1 :7 M mp 1; 1 w M m.

Sept. 4, 1951 w. T. DUNN TRANSMISSION CONTROL 5 Sheets-Sheet 2 FiledAug. 1, 1947 Sept. 4, 1951 w. T. DUNN TRANSMISSION CONTROL 3Sheets-Sheet 5 Filed Aug. 1, 1947 INVENTOR. \n z lzam 21/7271.

Patented Sept 4, 1951 UNITED STATES PATENT OFFICE TRANSMISSION CONTROLApplication August 1, 1947, Serial No. 765,393

4 Claims.

This invention relates to a transmission control apparatus adapted toconvert successive cycles of reciprocatory motion into movement in afirst direction and movement in a second direction and more particularlyto the location and association of this apparatus relative to thetransmission of a motor vehicle.

This invention constitutes an improvement over the apparatus describedin application, Serial No. 755,612 filed on June 19, 1947 by Maurice C.Robinson. The motion translating mechanism described in the Robinsonapplication has been relocated so that it is incorporated in the side ofthe transmission housing as a part of and operatively associated withshift control mechanism in the transmission.

It is a principal object of the invention to provide a simplifiedtransmission construction in which motion translating mechanism isaligned with a side cover plate in a transmission and positioned withinthe transmission housing.

It is a further object of the invention to provide a simplified andeconomical construction for a transmission and automatic controlsassociated therewith.

The invention will be described herein in conjunction with a suggestedtransmission and clutch control apparatus as a typical applicationthereof although it is not intended that the invention be limited to theassociated apparatus described therein.

In the drawings:

Fig. l is a longitudinal sectional elevation through the main clutchmechanism;

Fig. 2 is a vertical section of a transmission;

Fig. 3 is a sectional elevation of a portion of the transmission;

Fig. 4 is a side elevation of a portion of the transmission shown inFig. 3, but with the cover plate removed from the transmission;

Fig. 5 is a section on the line 5--5 of Fig. 4;

Fig. 6 is a partial elevation of the apparatus shown in Fig. 4 with theapparatus located in a different position during its operation;

Fig. '7 is a digrammatic view of a transmission and clutch controlapparatus of which my invention forms a component part.

In a motor vehicle, the usual internal combustion engine having acrankshaft 20 drives through fluid coupling 21 and a conventional typeof friction main clutch 22 through shaft 23 to a variable speed ratiotransmission 24 from which the drive passes from the output shaft 25 tothe vehicle rear wheels in the usual manner.

The engine crankshaft 20 carries the vaned fluid coupling impeller 26which in the well known manner drives the vaned runner 21 whence thedrive passes through hub 28 to clutch driving member 29. This memberthen transmits the drive when clutch 22 is engaged as in Fig. 1, throughdriven member 30 to the transmission driving shaft 23 carrying the maindrive pinion 32. A clutch pedal 33 controls clutch 22 such that when thedriver depresses this pedal yoke 34 and collar 35 are thrust forward tocause levers 36 to release the clutch driving pressure plate 31 againstsprings 38 thereby releasing the drive between runner 21 and shaft 23.The primary function of the main clutch 22 is to enable shifts to bemade manually or automatically in transmission 24. The relation of thefluid coupling to the control system is described in the copendingapplication, Serial No. 661,298 filed April 11, 1946 by C. A. Neracheret al.

Referring to the transmission in Fig. 2 the main drive pinion 32 is inconstant mesh with the gear 40 of the countershaft gear cluster mountedfor rotation on the countershaft 41. This gear cluster according to wellknown practice, comprises a low speed gear 42, a second speed gear 43,and a reverse gear 44 which is in constant mesh with the reverse idlergear 45. The transmission driven shaft 25 extends rearwardly to drivethe ground wheels of the vehicle. The terms second speed and directdrive will be referred to herein for simplicity but it is to beunderstood that the invention is not so limited. Any change between arelatively slow speed drive and a relatively fast speed drive may beobtained by the control apparatus when associated with a correspondingchange speed mechanism.

The driven shaft 25 has mounted thereon the low speed and reverse gear41 splined to the driven shaft for selective meshing with thecountershaft low speed gear 42 or the reverse idler gear 45 forrespectivel transmitting low speed drive to the driven shaft 25 or thedrive thereto in a reverse direction. Freely rotatable on shaft 25 isthe second speed gear 48 in constant mesh with the countershaft gear 43for transmitting a second speed ratio drive. The gear 32 drivinglycarries a. set of circumferentially spaced external clutch teeth 49. Ina similar manner the gear 48 drivingly carries a set of clutch teeth 50.

splined on the shaft 25 adjacent the forward extremity thereof, is anaxially shiftable collar or sleeve 5|. Blocker teeth rings 52 and 53 arecarried by sleeve 5| and are provided with friction means (not shown)adapted to selectively cooperate with friction means provided with 3teeth 49 and 50. The blocker teeth rings 52 and 53 are adapted forslight rotation relative to sleeve 5| to facilitate synchronizing ofgear speeds prior to clutching of shaft 25 through collar 5| with eithergears 32 or 43 in a manner well known in the art.

The transmission is illustrated in its neutral position. To establishthe direct or high speed driving connection between shafts 23 and 25,the collar 5| may be shifted axially to the left as viewed in Fig. 2 bythe control means hereinafter described to engage the teeth 49 drivinglyconnected to the gear 32 carried by the driving shaft 23. The collar isdrivingly carried by the shaft 25. The second speed driving connectionis established by similarly moving the collar 5| to the right as viewedin Fig. 2 to engage teeth 50 carried by gear 48. The first or low speedis obtained by moving gear 41 which is splined to driven shaft 25forwardly in Fig. 2 into engagement with the countershaft low speed gear42. The drive then occurs from shaft 23 through main drive pinion 32,countershaft gear 40, countershaft low speed gear 42, gear 41, anddriven shaft 25. Reverse drive is obtained by engaging gear 41 withreverse idler gear 45. The transmission mechanism thus described is anembodiment conventionally employed in motor vehicles.

Manual means are provided in the apparatus illustrated in Fig. 7 for theoperation of the clutch and control of the transmission speed ratiodrive. The clutch pedal 33 is rotatably mounted at 10 on a shaft, notshown. An extension 33' of clutch pedal 33 depends below rotatablemounting 10 and has fixed thereto a pin 1|. A torque shaft 12 has oneend thereof rotatably mounted on the vehicle frame, and the other endrotatably mounted adjacent the engine block, not shown,

in a manner well known in the art. A lever 11 keyed to shaft 12 isprovided with depending arm 13. A rod 19 operatively connects arm 18with pin 1|. A slot 80 provided in rod 19 permits relative movement inone direction between rod 19 and pin 1|. connected by rod N with theusual overcenter clutch spring II. A lever 13 is keyed to torque shaft12. A rod 15 connects lever 13 with the projecting portion 18 of clutchthrowout fork 34. Clutch throwout fork 34 engages collar 35. It willthus been seen that depression of clutch pedal 33 rotates extension 33'about rotatable mounting 10 and through pin 1| retracts rod 19 androtates arm 13, shaft 12 and lever 13, to push rod 15 and rotate clutchthrowout fork 16 thereby moving collar 35 and disengaging the clutch 22.

p A manual shift control rod 82 is shown in Fig. 7 as associated withthe steering column housing 83. The manual shift control rod 82 isslidably mounted in brackets, not shown, and adapted for both axial androtary movement. As is usual in the art. the axial movement is adaptedto select the transmission shift rail which is to be moved and rotationof the shift control rod 82 slides the shift rail in one of twodirections (depending upon the direction of rod rotation) as will bedescribed herein. This effects the desired transmission speed ratiodrive connection. A pair of spaced circumferential collars 85 and 86located adjacent the base of rod 82 receive therebetween the end of alever 81 which is rotatably mounted on the steering column housing 03. Arod 88 connects lever 81 with atransmission selector lever 51. Axialmovement of rod 02 is trans- The upper end of lever 11 is mitted throughthis linkage to the selector lever 51. The function of the selectorlever 51 will be described herein.

An arm 9| is keyed to rod 82. A depending rod 92 connects arm 9| with arotatable lever 33 mounted at 94. An arm 95 of lever 93 is connected totransmission shift lever 69 through rod 90. Rotation of rod 02 throughthe linkage just described rotates shift lever 69 for manualtransmission control. The relation of shift lever 69 to the transmissionwill be described herein.

Automatic means for controlling both the clutch and the transmissionhave been associated with the manual means described above. Referring toFig. 7 an airtight housing I06 containing a cylinder I01 has tubularconnections I08 and I08 with the engine intake manifold. A solenoidvalve I09 is adapted to selectively open and close this connection andvent cylinder I01. A piston H0 is slidably mounted in cylinder I01 and aspring Ill acting on piston H0 and reacting on housing I06 urges piston0 to one end of cylinder I01. Manifold low pressure or vacuum as it iscommonly referred to, overcomes spring I when valve I09 is open. Pistonrod 2 connects the piston 0 with an arm 3 carried by a collar 4rotatably mounted on torque shaft 12. The lever 11 previously referredto is provided with a pin 5 which is adapted to be engaged by the armI13 when the latter is rotated in a counterclockwise direction. Whencylinder I01 is connected with the manifold through valve I09 andtubular passage I08, piston H0 is moved to the left in Fig. '7 andpiston rod H2 rotates arm 3 in a counterclockwise direction. Arm I I3engages and carries therewith the pin 5 associated with lever 11 therebyrotating the lever. The lever 11 is keyed to the torque shaft 12 and thetorque shaft 12 is thus rotated.

Rotation of the shaft 12 rotates the lever 13 keyed thereto which pushesrod 15, rotates clutch throwout fork 16, and disengages the clutch 22.The rotation of the lever 11 and depending arm 18 in thiscounterclockwise direction does not cause a depression of the clutchpedal 33 because of the cooperation of the slot 00 in rod 19 and the pin1|. This pin and slot combination permits movement of rod 19 to theright in Fig. 7 without an accompanying depression of clutch pedal 33.When valve I09 disconnects cylinder I01 from the manifold and vents thecylinder, spring I returns the parts described to their originalposition permitting the clutch to reengage.

The movement of piston H0 also aifects changes in transmission speedratio drive by the movement of transmission collar 5| illustrated inFig. 2. The automatic apparatus herein effects changes of speed ratiodrive between a relatively slow drive of the driven wheels and arelatively fast drive or between second and direct drive as particularlydescribed in relation to the Fig. 2 transmission. The torque shaft 12 isprovided with the collar H4 which is rotatably mounted thereon. An arm II1 is carried by collar 4.

The arm H1 is designed to actuate a motion translating device to bereferred to herein as an alternator which is illustrated in Figs. 4 and6 and generally designated by the numeral H8. The location of alternatorH8 and its operative connections with transmission components compriseimportant features of this invention.

A lever is keyed to a shaft l0| which pene-= trates the housing oftransmission 24 and a pair a resilient lost motion connection I28 andrespectively connected to lever I00 and arm I I1. A conventional dashpotI21 similar to that illustrated in Fig. 9 of the copending applicationSerial No. 694,084, of Carl A. Neracher, now Patent No. 2,528,772, datedFebruary '1, 1950, may also be provided. The resilient connection I28and dashpot I21 cooperate to cushion the alternator and transmissionapparatus from sudden movement of the piston H0. The lever I00 and shaftIOI are thus rotated about in response to movement of the piston H0 inthe vacuum cylinder.

The transmission 24 is provided with a casing I30 having a cover plateI32 attached to the side thereof. A pair of shift rails I34 and I36 aredisposed within the casing I30 in parallel relationship and in avertical plane. The shift rail I34 carries a fork I38 adapted tocooperate with the gear 41 to effect an axial shifting thereof inresponse to axial movement of the shift rail I34. The shift rail I36carries a fork I40 which is operatively associated with the collar 6!and adapted to axially shift the collar in response to axial movement ofthe shift rail I36. Each shift rail is provided with a control memberI42. Each control member is provided with a slot I44. A lever I46 haseach end thereof positioned in one of the slots I44. The control membersI42 are each also provided with a second slot I48. A shaft I50 isrotatably mounted in the cover plate I32. The lever 51 previouslyreferred to is keyed on the shaft I50 on the exterior of thetransmission. A lever I52 is keyed to the shaft I50 on the inner side ofthe cover plate I32. The lever I52 carries a detent I54. Rotation of theshaft I50 is adapted to position the detent M4 in a slot I48. Thedirection of rotation of the shaft I50 determines whether the slot I48associated with shift rail I34 or the slot I48 associated with the shiftrail I36 is engaged by the detent I54. A spring I66 which has one endsecured to the transmission housing and the other end operativelysecured to the lever 51 urges the finger I62 to its upper position inFig. 4 thus locking the shift rail I34 against axial movement. Lever 69previously referred to is keyed to a shaft I60 which penetrates thecover plate I32 on the transmission. A lever I62 is keyed to the shaftI60 on the inner side of the cover plate I32 at substantially the midportion of the lever I62. The upper portion of the lever I62 isrotatably connected at I64 to the lever I46. Rotation of shaft I60 willrotate lever I62 and lever I46. The direction of rotation of the leverI46 is dependent upon the position of the lever I52. If the upper shiftrail I34 is locked in position by the lever I62 a rotation of the leverI46 will move the lower shift rail I36 axially. Manipulation of theshafts I60 and I60 by the linkage connected to the manual shift controlrod 82 previously described will thus determine which shift rail ismoved and in which direction it is moved. Movement of a shift rail willbe transmitted by the fork I40 or I38 to the associated transmissiongear to effect a drive of the vehicle.

- The lever I00 which is keyed to the shaft IOI has previously beendescribed as adapted for actuation by movement of the piston IIIl.Apparatus associated with the lever I00 is adapted to move the lowershift rail I36 in response to controlled movement of the piston H0. Thealternator II8 which was previously referred to is adapted to translatesuccessive counterclockwise rotations of lever I00 to alternateclockwise and counterclockwise rotations of shaft I60. A pair of fingersI10 and I12 are rotatably mounted on the end portions of the lever I62.A lever I14 is keyed to the shaft IN on the inner side of the coverplate I32. The fingers I10 and I12 are each provided with a recessedportion I16 adapted to receive a pin I18 which is carried by the endportion of lever I14. Rotation of the lever I14 in a counterclockwisedirection from the position corresponding to the dotted line positionI18 of the pin I18 in Fig. 4 will cause pin I18 to engage and pull oneof the fingers to the right as viewed in Figs. 4 and 6 to thereby rotatelever I62 and shaft I60. The direction of rotation of shaft I60 will bedependent upon whether finger I10 or I12 was moved by pin I18. Rotationof shaft I60 will move shift rail I36 by means of lever I62 and linkI46. Spring I66 retains lever I52 in its upper position to lock theupper shift rail I34 throughout automatic control of the transmission.The direction of movement of rail I36 and fork I40 will determine thedirection of movement of the collar 5| and thereby determine whethersecond speed drive or direct drive is obtained in the transmission.Rotation of lever I14 in a clockwise direction in Figs. 4 and 6 inresponse to return of piston IIO by spring III is used to index thelever I14 relative to the fingers I10 and I12. The next succeedingcounterclockwise movement of lever I14 in response to the next cycle ofpiston IIO will pull the other finger and reverse the direction ofrotation of shaft I60 thereby effecting a change in the transmissionspeed ratio drive.

Movement of piston IIO under the influence of vacuum causes thecounterclockwise rotation of lever I14 and the spring return of pistonH0 causes the clockwise rotation of lever I14. The fact that the pin I18is retained between the fingers at all times assures that the fingerswill not be moved out of operative relation with the pin I18 when manualshifts are made by the operator. A spring I24 urges the fingers toether.

When the finger I10 is moving to the left from its Fig. 4 position theupper surface of finger I12 will guide the finger I10 in its movement tothe left so that it will be positioned for association with pin I18 onits next counterclockwise movement. When the finger I12 is being movedto the left from its Fig. 6 position by pin I18 the lower surface offinger I10 will guide the movement of finger I12 so that it will bepositioned for association with pin I18 on its next counterclockwisemovement.

Means to control the actuation of the piston H0 is illustrated inFig. 1. A grounded source I of electric energy is connected throughignition switch I82 to a switch I84 by electrical conductor I86. SwitchI84 is adapted to provide a selection between manual or automaticoperation of the transmission and may be placed on the dash or otherlocation convenient to manipulation by the driver of the vehicle.Electrical line I88 connects switch I84 with a switch I90 adapted to beclosed when the throttle is substantially closed. Line I92 connectsswitch I90 with a two-way shift rail switch I94 having a finger thereon(not shown) adapted to be engaged by abutments on the transmission shiftrail I36. Reference may be had to the copending application of Carl aNeracher, Serial No. 694,084, now Patent No. 2,528,772 dated November 7.1950, for a more complete description thereof. A first circuit in switchI84 is disconand 202 and is adapted to connect the outlet terminal withone inlet terminal below a predetermined speed and with the other inletterminal above the predetermined speed.. Each inlet terminal isconnected to one of the circuits referred to for switch I94. Line 204connects governor terminal I98 with solenoid valve I09 in manifold lineI08. Line 206 grounds the circuit. Valve I09 is adapted to connectcylinder I01 with the manifold line I08 when energized and to close lineI08 and vent cylinder I01 to atmosphere when not energized.

In the operation of the apparatus thus far described when the drivercloses switch I84 to select automatic drive and then closes the switch-I90 by manipulation of the usual accelerator pedal 238 to a throttleclosed position above a predetermined vehicle speed, valve I09 isenergized to admit vacuum to cylinder I01. Piston III) is moved to theleft in Fig. 7 and clutch 22 is disengaged through the linkage H2, H9,H5, lever I8, shaft I2, arm I3, rod I5, and clutch throwout fork I6.This motion of the piston also causes a delayed movement of link I48 andshift rail I36 through arm H3, collar II4, arm III, rod I02, spring I28,arm I00, shaft IOI and the alternator mechanism H8. The change in speedratio drive caused by moving link I48 -moves the shift rail I 36 whichbreaks the circuit at switch I94 thereby deenergizing solenoid valve I09and permitting spring III to move piston M to the right in Fig. 7permitting the clutch to reengage. The switch I94 is now connected withits other circuit and a complete electrical circuit will be made whenthe governor I96 connects the outlet terminal I98 with the other inletterminal below a predetermined vehicle speed and the driver closes thethrottle switch I93 by releasing accelerator pedal 208. The electricalcircuit then being complete the solenoid valve I09 is energized and thepiston IIO again moved to the left in Fig. 7 to repeat the process. Thealternator mechanism will this time move the transmission link I48 inthe re .verse direction from that previously experienced. The shift railI36 will be moved and the collar i moved to cause a second speed drivein the Pig. 2 transmission.

In order that the driver cannot open switch I90 before the shift hasbeen completed a resilient connection may be incorporated in thethrottle linkage. Reference may be had to the copending application,Serial No. 687,248 of Otto W. Schotz for a description thereof. Thisdevice has been generally designated by the numeral 2I0 in Fig. 7 of thedrawings.

I claim:

1. In a change speed power transmission for a motor vehicle, a pair ofparallel shift rails adapted for selective shifting in differentdirections to establish different speed ratio drives, a lever mountedfor movement in a plane parallel to the plane defined by said rails,said lever having each of its end portions operatively connected to oneof said rails, a pivotally mounted selector lever adapted for swingingabout its pivot into locking engagement selectively with said railsthereby to determine the rail to be moved when said lever is moved. amovable member. a first means to move said member through apredetermined cycle including movement in a first direction and returnin response to selected vehicle operating conditions, a second meanstocause successive cycles of movement of said member to alternately movesaid lever in said first direction and in said second direction, saidsecond means comprising a first rotatable shaft, a pair of oppositelydirected lever arms keyed to said first shaft, an operative connectionbetween one of said lever arms and said lever, a first finger elementrotatably mountedon one of said lever arms and having an engageableportion, a second finger element rotatably mounted on the other of saidlever arms and having an engageable portion, a second rotatable shaftoperatively connected to said member for rotation thereby in a firstdirection and in a second direction in response to movement of saidmember, an arm keyed to said second' shaft and adapted to rotatetherewith, an engaging element on said arm, said arm being adapted tomove said engaging element toward said first shaft when said arm rotatesin said first direction and to move said engaging element away from saidfirst shaft when said arm rotates in said second direction, saidengaging element being adapted to selectively engage said engageableportions of said fingers and to transmit motion through said fingers torotate said first shaft, said operative connection being adapted toconvert rotation of said first shaft to movement of said lever and oneof said rails.

2. In a change speed power transmission for a motor vehicle, a pair ofparallel shift rails adapted for selective shifting in differentdirections to establish different speed ratio drives, a first levermounted for movement in a plane parallel to the plane defined by saidrails, said first lever having each of its end portions operativelyconnected to one of said rails, a pivotally mounted selector leveradapted for swinging about its pivot into locking engagement selectivelywith said rails thereby to determine the rail to be-moved when saidfirst lever is moved, a rotatable lever carried within said housing in aplane substantially parallel to said first plane, said first lever beingoperatively connected to said rotatable lever for movement thereby, aninput member, means to reciprocate said input member through a cycleincluding movement in a first direction and return in response topredetermined vehicle operating conditions and means to convertsuecessive cycles of movement of said input member to alternatemovements of said rotatable lever in a first direction and in a seconddirection to thereby move said first lever and one of said shift railsalternately in one direction and another direction in response tosuccessive cycles of said input member.

3. In a change speed power transmission for a motor vehicle, a pair ofparallel shift rails adapted for selective shifting in differentdirections to establish different speed ratio drives, a first levermounted for movement and having each of its end portions operativelyconnected to one of said rails. a selector lever mounted for movementinto locking engagement selectively with said rails thereby to determinethe rail to be moved when said first lever is moved, an input member,means to reciprocate said input member through a cycle includingmovement in a first direction and return in response to predeterminedvehicle operating conditions and means 9 to convert successive cycles ofmovement of said input member to alternate movements of said first leverand one of said shift rails in a first direction and a second direction.

4. In a change speed power transmission for a motor vehicle, a pair ofparallel shift rails adapted for selective shifting in differentdirections to establish different speed ratio drives, a first levermounted for movement and having each of its end portions operativelyconnected to one of said rails, a selector lever mounted for movementinto locking engagement selectively with said rails thereby to determinethe rail to be moved when said first lever is moved, a rotatable levercarried within said housing and operatively connected to said firstlever so that said first lever is moved in response to movement of saidrotatable lever, an input member, means to reciprocate said input memberthrough a cycle including movement in a first direction and return inresponse to predetermined vehicle operating conditions and means toconvert successive cycles of movement of said input member to alternatemovements of said rotatable lever in a first direction and in a seconddirection to thereby move said first lever and one of said shift railsalternately in one direction and another direction in response tosuccessive cycles of said input member.

WILLIAM T. DUNN.

REFERENCES CITED The following references are of record in the file ofthis patent:

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